Carriage dash-frame



B. J. WARDEN. Carriage-Dash Frame.

lzfelzor 2 sheets-sheen 2. VB. J. WARDBN. Carriage-Dash Frame'.

No. 225,669. Patented Mar. 16,1880.

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UNITED STATES PATENT OFFICE.

BENJAMIN J. WARDEN, OF CINCINNATI, OHIO.

CARRIAGE DASH-FRAME.

SPECIFICATIO forming part of Letters Patent No. 225,669, dated March 1.6, 1880.

Application filed January 12, 1880.

To all whom it may concern:

Beit known that I, BENJAMIN J. WARDEN, of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Carriage Dash-Frames and Attachments, of which the following is a specification.

My invention relates to an improvement in carriage `dash-frames and to their mode of attachment.

It consists, first, in providing a frame of three longitudinal rails ii'rmly united by end and cross rails, and so attached to the vehicle that one of the longitudinal rails rests on the top of the body. The lower one extends below the top'ofthe body or bed and rests against it, and which forms, in connection with the bracket attachment, a strong brace supporting the dash against strains either from the front or rear.

My invention consists, secondly, in the forming of the three-rail dash in sections having lap or rabbet joints riveted, brazed, or united together, so that the different sections of the frame may be made of cast, malleable, or wrought iron. The sections are so made that different sizes of dash-frames may be made by simply changing the length of but few of the sectional parts.

- A third feature of my invention relates to the dash-frame attachments; and it consists in providing a tenon on the bracket which secures the dash to the vehicle, and which tenon lits in lugs of a corresponding shape on the second rail, therebyforming a readily removable dash and easy means of attaching it to the vehicle.

Another feature of my invention consists in making the tenon and lugs of a tapering dovetailed form, so that the bracket and dash must be united or separated when they are not attached to the vehicle. The dash and bracket, when united to the carriage, are held with a single bolt, which attaches the bracket to the body and forms a strong brace against front and rear strains.

Other features of my invention will be fully set forth in the following specification and drawings.

In the drawings, Figure 1 is a rear elevation, showing my improvement attached to a carriage-body. Fig. 2 isafrontelevation of Fig. l. Fig. 3 is a vertical section, partly in elevation, on line a; x, Fig. l. Fig. 4 is a plan view, partly in section, on line y y, Fig. l. Fig. 5 is a perspective view of the bracket.

My invention is shown attached to an ordinary box carriage-body.

A represents the panel of the body; B, a corner-post. C represents my improved dashframe. It is composed of three longitudinal rails, a b c, and cross or end rails for stiffening the dash-frame. D represents the dashcovering; E, a bracket for securing the dash to the body. It is shown of the form adapted to tit over the corner-post B, with a foot, e', extending along the bed-sill, through which a bolt passes for holding the dash and bracket to the body.

It is obvious that the shape of the bracket will depend upon the style of carriage with which the dash and bracket are to be used.

Rail b is made preferably of half-oval iron, the bottom of which rests on the top of the carriage-body. It is rigidly united to the rails d and 0l. Rail c extends below the top of the body or carriage frame, and rests closely against it, and is also firmly united to rails d and d.

When bracket E is secured to rail b and the whole united together the rails b c and the bracket E form a strong brace to sustain the dash against strains. With reference to this part of my invention, the rails a, b, c, d, and d may all be of one piece, of cast or malleable iron, or otherwise, without departing from the invention specified in the first clause of claims, as in that claim I do not confine myself to the frame made in sectional form.

To avoid the difficulty met with in making a dash-frame of malleable iron, which is the warping of the rails in annealing, I have provided for making the frame of sectional parts, which are afterward secured together, as sho wn, by joints O. These sections are respectively L and T shaped, the ends of which are rabbeted, so as to lit-and form a lap-joint, and they are shown as riveted together; but it is evident that they mayr be brazed if made of wrought-iron. When the rails are made in this way the size of the dash may be increased or diminished simply by changing the length IOO . n r I i bracket and rail I) maybe attached by bolts or lItis shown as of a dovetailed taperingforrn and ofthe T and L arms in two of the sections, which are preferably made in duplicate sets. F represents a tenon on. top of bracket E.

tting between lugs Gr G, which are rigidly secured to rail b, and of corresponding shape to flt tenon F. When made in this form the brackets must be secured to the dash-frame before they are united to the body by slipping the tenon between the lugs G, and the dash and bracket are secured to the vehicle by the single bolt e.

Two sets of lugs, G, are shown on rail b, so as to accommodate the dash to differentsze vehicle-bodies. These lugs may be cast onf' with the rail b, or riveted or brazed to it, and one or more sets may be employed, as desired. Instead of the dovetailed tenon and lugs, the

rivets Without departing from `the features of invention set forth in the flrst clause of claims herein.

I claim- 1. The dash-frame C, consisting of an upper and twolower longitudinal parallel rails united by end and cross rails, the intermediate lower rail forming an oset, which is adapted to rest upon the top edge of the vehicle-body and serves to connect the dash with the same, and the lower rail adapted to extend below the top 3o edge of the body and rest against the front of the latter, substantially as shown and described.

2. Adash-frame consisting of longitudinal and cross rails, each of which is made in sec- 35 tions, and their adjoining edges provided with lapjoints united together, substantially as shown and described.

The lugs G and .rail b, adapted to receive the tenon of bracket E and secure the dash to 4o the bracket, in the manner substantially as herein set forth.

W4. The tapering dovetailed lugs G, in combination with the tapering' dovetailed tenon F on bracket E, substantially as herein set forth. 4 5

5. The bracket E, having the dovetailed tenon F, forming a part of the bracket, substantially as herein set forth.

In testimony whereof I have hereunto set my hand, in the presence of two subscribing 5o witnesses, this 8th day of January, 1880.

BENJAMIN J. WARDEN.

Witnesses JN0. E. JONES, UoRNELrUs BYL. 

